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Porsche 930 Review (1975 - 1989)

Overall Summary

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The Porsche 930, also known as 911 Turbo or Turbo Carrera, is one of the major turning points for the legendary 911, one of the most famous and longest-enduring sports cars in history. It first appeared in 1975 and, throughout the two versions of it, it was produced until 1989, when the classic 911 was replaced by the 964. Up until that time it served as the flagship production model of the 911, getting this kind of status mostly due to the fact that it was the first Porsche 911 ever to make use of a turbocharger. It is often said that the 930 is the car which moved the Porsche 911 away from sports car class and into the super cars category. This becomes even more evident when you have in mind that, at the time when it appeared, it was the fastest production car in Germany. Simply put, the classic Porsche 911 was (and still is) one of the best and most distinctive cars in history and the Porsche 930 was its wildest iteration.

As most other Porsche 911s for sale around its time, the Porsche 930 came in four versions – coupe, targa, convertible and speedster. Also, just like other 911s, it was a rear-engined rear-wheel drive car with air-cooled boxer six-cylinder engines ranging from 3 l to 3.3 l in displacement and from 260 to 330 hp in power rating, being the most powerful production 911 to date. Strangely enough, vast majority of 930s had four-speed gearboxes, even though the five-speed ones had already been available in the Carrera model. The only 930 version with five-speed transmission were cars made in 1989, its last year of production, employing the G50 transmission.

Even in its weakest form, the Porsche 930 was significantly more powerful and faster than the standard 911, reaching 60 miles an hour in just 5.2 seconds and 100 miles an hour in just 12.4 seconds, topping out at 153 miles an hour. The fastest version was with a special performance package produced and sold in 1983 and 1984 which gave the car 330 horsepower – enough for a run to 60 miles an hour in 4.5 seconds, to 100 miles an hour in 11.6 seconds and to the top speed of 173 miles an hour.

In terms of styling, the 930 also introduced some new features. First of all, of whale tail spoiler at the back looked really well, but it also served a practical purpose of providing more air to the engine and, at the same time, giving more downforce during higher speeds. Next, the 930 had significantly flared rear wheel arches so as to accommodate wider tires used to improve grip and overall stability. Lastly, the Slantnose front design was introduced as an option for the 930.

The increased power also called for other changes. Even the least powerful initial model had improved transmission, suspension and brakes in order to support the increased forces these parts had to endure. Moreover, other improvements were introduced in the coming years, such as the incredible brakes based on the ones from the 917 race car seen for the first time after the 1978 restyling.

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Driving & Performance

Just like all other Porsche 911s, the Porsche 930 was a rear-wheel drive, rear-engined car. This meant it was incredibly fun and demanding to drive. In the pre-930 models, the tail-happy nature of the 911 was somewhat controlled by increasing the wheelbase, but a huge power rating increase of the 930 greatly minimized the effect of the lengthened wheelbase. Oversteer was very present with these cars, which meant that an experienced driver would have loads of fun with the 930, while driving it would be a life-threatening endeavor for a novice one. This fun and danger factor was further increased by an extremely noticeable turbo lag. Even drivers of today’s sports cars which are far more powerful than the 930 would have loads of problems controlling it. The Porsche 930 is one of the main reasons why the 911 is considered the ultimate driver’s car by many.

It remains somewhat unclear why there was no five-speed transmission in the 930 until 1989, while it was available in the Carrera even before the 930 appeared. Anyway, the transmission was very precise and gear changes were smooth but engaging, adding more fun to the 930 driving experience.

The already mentioned improved suspension, wider rear wheels and bigger brakes were a necessity due to the increased capabilities of the turbocharged engine, but they also provided far more confidence for the driver taming the 930.

Power ratings grew over time. The initial 1975 930 had 260 horsepower, acceleration to 60 of 5.2 seconds and top speed of 153 mph. It was already very fast but a 1978 restyle upped the power to 300 hp and dropped the 0 – 60 time by 0.2 seconds while increasing the top speed by 9 miles an hour. The 1989 five-speed model was just marginally faster than the 1978 restyled car. The performance kit used in the Slantnose further dropped the acceleration to 4.7 seconds and increased the top speed by 9 mph more. However, the fastest 930 came in 1984 and it was the non-Slantnose car with the performance kit which gave it the acceleration to 60 miles an hour in 4.5 seconds and the top speed of 173 mph. This car’s advantages are seen even better at higher speeds, having in mind that it reaches 124 mph almost 2.5 seconds faster than the initial 930.

Equipment & Comfort

Even though the car was produced for 14 years, the interior was very similar in all models. As all other 911s, the 930 was a 2+2, but could not provide sufficient room or comfort for passengers in the rear. The passengers in the front, however, have absolutely nothing to complain about. There is enough space and the seats are incredibly comfortable and supportive even by today’s standards.

The seats could be covered in leather or fabric and they came in numerous colors and patterns. Whichever you chose, you could rest assured that you would get high quality materials. The instrument cluster consisted of five instruments, the largest one being the rev-counter and commanding the central position, further emphasizing the racing nature of the 911 and especially of the 930. All cars made from 1980 and sold in the U.S. had standard air conditioning while most had electric windows.

Running Costs

Running Costs

The 930 being so popular means that spare parts are easily obtainable with varying prices. Generally speaking, they are a bit more expensive compared to some of the older cars. For example, depending on the manufacturer, a flywheel can cost from about $400 to $900, the latter being a Porsche genuine.

Shock absorbers cost from about $150 to more than $300, but Ohlins 911 Historic Rally shocks and strut inserts can range from $1,500 to $2,000.

Engine parts are often expensive. An LN engineering set of cylinders costs a bit under $4,000, while a Porsche genuine connecting rod set can set you back about $1,300. Probably the most expensive single part is the crankshaft which can go all the way up to $7,800. Generally speaking, three-figure prices for engine parts are common.

History & Development

By the end of the 1960s it was already evident that turbocharging is a technology that was to become the future for high performance driving. As with many other technologies, this one was also first introduced and tested in race cars, but as early as 1972 Porsche started developing a turbocharged version of its most revered model – the 911. The Porsche 911 Turbo was developed for homologation purposes which required 400 of them to be built, but incredible interest for the car quickly made it clear that it was there to stay.

The original turbo technology used in the initial 930 was first developed for the 917/30 CAN-AM race car and it was adapted for the 930’s 3 l engine by Ernst Fuhrmann. The turbocharger brought significant increase in power over the Carrera, which immediately called for a more rugged transmission, suspension and significantly larger brakes. The same thing was the reason why a whale tail spoiler was used. It had two practical purposes: giving more air to the engine and creating more downforce. However, it also became a very distinctive styling feature. Similarly, wider wheels, accompanied by accommodating arches, provided far more grip. Just looking at the 930 would give the impression of a serious racing machine.

The first restyling came in 1978, just three years after the first model. It brought numerous improvements, such as the engine with increased displacement to 3.3 liters further aided by an intercooler. These two things together increased the power rating to 300 horsepower. Also, the addition of the intercooler called for slight styling modifications of the whale tail spoiler, whose design and position were altered a bit to provide space for the intercooler.

Since the already fast car got a significant boost in power, it needed better breaks and Porsche went all the way. The brakes in the restyled 930 were incredibly similar to the ones used on the 917 race car, which means that they were as good as they get.

By 1980 it was believed that the 911 was to be replaced by an all new model – Porsche 928 – so the company did not invest in complying with the new emissions regulations in the U.S., which resulted in the 930 not being sold there. Luckily, after several years of success it was clear that the 911 was here to stay, so they got back on the tracks in 1986 with an engine that complied with the regulations and produced 278 horsepower.

In the meantime, European buyers were able to order the 930 so the manufacturer kept changing and improving the car. The Flachbau, or Slantnose, appeared in 1981 as a special model. Although not to everyone’s liking, the new front end was based on the one from the 935 race car which is one of the most successful sports cars in history. It is believed that the company made only 948 of them, so they were, and still are, more expensive than standard Porsche 930.

Vast majority of the Slantnose 930s included a performance kit which raised the power to 330 hp, giving the car acceleration to 60 of 4.7 seconds and the top speed of 171 mph. The same kit used on the standard model became an optional feature in 1983, coming with an all new exhaust system, new front spoiler and rear fenders with more ventilation holes.

In 1984 the fastest 930 was produced. It also employed the performance kit which brought it to 60 in 4.5 seconds and to the top speed of 173 mph. These cars are extremely rare and they hold the highest price.

1989 was the final year of the 930. The classic 911, the 930 being a part of which, was replaced by an all new 964. This year also saw the only Porsche 930 with a five-speed transmission. Even though the car itself was discontinued, a revised version of its engine was used in the initial 964 Turbo. Its heritage is so significant that every 911 made since then has had a turbocharged version.